Elevator-controlling mechanism.



No. 786,653. PATENTED APR. 4, 1905. T. LARSSON. ELEVATOR CONTROLLINGMECHANISM.

APPLICATION FILED mm: 29. 1903.

' s SHEETS-SHEET 1.

PATENTEIJ APEL 4., 1905:

I. LARSSON. ELEVATOR CONTROLLING MEOHMUISM.

APPLIUATIOH FILED JUHE 29, 1903.

3 SHEETSSH.BET Z.

S W Z54, WIM M IT.

No. 7863653 PATBNTED 4, m5. 7 T: LARSSGN.

ELEVATGR CONTROLLING MECHANISM. APPLIUATIO'N FILED JUNE 29. 1903.

3 SHEETS-SHEET 3.

Patented April Q, 1905.

UNITED STATES PATENT OEEicE.

THURE LARSSON, OF \VORCESTER, MASSACHUSETTS, ASSIGNOR TO THE STANDARDPLUNGER ELEVATOR COMPANY, OF WORCES'lEh, MASSA- CHUSETTS, A CORPORATIONOF NEl/V JERSEY.

ELEVATOR-CONTROLLlNG MECHANISM.

SPECIFICATION forming part of Letters Patent No. 786,653, dated April 4,1905.

Application filed June 29, 1903. Serial No. 163.477.

To all whom it Hui/Z] concern:

Be it known that I, THURE LARSSON, a subject of the King of Sweden andNorway, residing at \Vorcester, in the county of Worces- 5 ter and Stateof Massachusetts, have invented a new and useful Elevator-ControllingMechanism, of which the followingis a specifica- LE tion.

This invention relates to an elevator-con- To trolling mechanism whichis operated from the elevator-car to start. stop, or reverse theelevator and to control its speed.

The especial object of this invention is to provide positive mechanicalmeans for pre venting a reckless or careless manipulation of theelevator-controlling device, thereby avoiding accidents due to too quickreversal from a travel in one direction to a travel in the oppositedirection.

To these ends this invention consists of the elevator-controllingapparatus and of the combinations of parts therein, as hereinafterdescribed, and more particularly pointed out in the claims at the end ofthis specification.

{2 5 The accompanying three sheets of drawings illustrate theapplication of this invent-ion to a plunger-elevator.

In said drawings, Figure 1 is a side view, partially broken away, ofsufiicient parts of a plunger-elevator to illustrate the application ofmy invention thereto. Fig. 2 is an g enlarged detail view of theelevatorvalve. I Figs. 3 and A are detail views of the stop-collars orcams which limit the distance which the pilot-valve may be shifted by asingle movement, thereby preventing accident from too rapid reversals ofthe elevator, said collars being shown in normal position. Fig. 5 showsthe position of the parts when the ele- 14 vator is going up at fullspeed. Fig. 6 shows the position of the parts when the elevator is goingdown at fullspeed. Fig. 7 is adetail view showing the stop-collars inengagement when the pilot-valve is shifted to its limit of travel in onedirection, and Fig. 8 is a detail view showing the stop-collars inengagement when the pilot-valve is shifted to its limit of travel in theopposite direction.

l l l In the use of high-speed elevators accidents have sometimes beencaused by too quick re- 5 versal of the direction of travel of theelevator-car, and even without causing serious accidents a too quickreversal of an elevator is undesirable, as it places abnormal strainsupon the running-gear. A too quick rcversal of motion is especiallyundesirable in a high-speed plunger-elevator plant. In the operation ofa plunger-elevator the moving parts are necessarily comparatively bulky,and the inertia of the parts when operating 6 at high speeds issuiiicient to require the travel of the elevator-car through a distanceof some feet before it can be safely brought to rest.

A plunger-elevator is controlled by the 5 valve, which admits the waterto and exhausts the water from the plunger casing. The valves which haveheretofore ordinarily been employed for this purpose have beenconstructed so that they may be shifted at a sin- 7 gle movement from awide-open position admitting water to the plunger-casing to a wideopenposition for exhausting Water therefrom, and vice versa. The sudden orunrestrained shifting of a main valve of a plunger-elevator system fromits supply position to exhausting position, or vice versa, is liable tocause serious accident, or at least to strain the running gearing. Forexample, if a plunger-elevator is going up at full speed the inertia ofthe parts will require a travel of the car through a number of feetbefore the car can safely be brought to rest, and if during thisinterval of time the position of the main valve should be shifted so asto permit water to be 5 exhausted from the pistoncasing the car willcontinue to rise, causing the plunger to leave the water and sometimesair to be drawn in through the stufiing-box into the casing, and thisunrestricted upward motion of the ele- 9 vator, with its subsequentsettling, entirely destroys reliability of operation. On the other hand,if the position of the valve be reversed when a plunger-elevator isdescending quickly a heavy water-hammer and strain is caused, which isliable to injure the valves,

pump, or other parts of the system. To over come these dil'iiculties, Thave invented a means for preventing improper reversals and have deviseda system of control which will prevent the reckless or improper runningof a hydraulic elevator and which will take the operation of the valve,so far as reversals are concerned, outside the complete control of 4 theoperator by being so constructed that too sudden reversals cannot becaused thereby. \Vhile this controlling-valve has been especiall ydesigned for use in connection with plunger-elevators, it is to beunderstood that the same may be employed with advantage for controllingsubstantially all classes of hydraulic elevators.

l. have shown my invention applied as an improvement upon theelevator-valve which is shown, described, and claimed in United Statesapplication for patent, Serial No, 98,009, filed by me March 13, 1902.

Referring to the accompanying drawings for a detail description of myimprovement, i designates an elevator-car carried by plunger G, whichruns in the Hunger-casing D. Connected to the plunger-casing D is atoandfrom pipe E.

F designates a standing controlling-rope which may be operated. from theelevator-car. The standing controlling-rope F constitutes the movableelement which may be shifted from the elevator-car to stop or start theelevator or limit its speed. It is to be understood, however, that Ihave illustrated my invention combined with the standingcontrolling-rope for the sakeof simplicity merely, as in practice manydifferent arrangements of standing or running controlling-ropes, takeuplevers, or other devices are employed for connecting the car with theparts to be operated, and some of these forms of controllers I regard asmore desirable than the standing controlling-ropc shown.

The parts as thus far referred to correspond Witii the parts of theordinary plunger-elevator plant.

1 he form of valve corresponds in its gen-- eral features with the valveshown in my prior application for patent and is most clearly illustratedin Fig. As shown in this figure, the valve-casing A is provided near itsupper end with an exhaust-chainber 10, which may be connected by apassage 11 to a waste-pipe or other outlet. The valve-casing A isprovideii below the exhaust-chamber 10 with a central chamber 12, whichis connected by a passage 13 to the to-and-from pi pc E. Below thecentral chamber 12 the valve-casing A is provided with apressure-chamber 1a, which maybe connected through a passage 15 to anysuitable source of hydraulic pressure. Mounted in the casing A is alining 16, provided with slots or openings near its middle, permittingconnection between the central chamber '12 and pressure-cl amber 14; orexhaust-chamber 10, according to the position of the valve-pistons. Thecasing A has a lining l7 fitted into the upper part thereof and a lining18 fitted into the lower part thereof. Mounted in the casing A is amain-valve stem 19, which has a top piston 20 and thecontrolling-pistons 21. At its lower end the main-valve stem 19 isprovided with a large operating-piston 22. Bolted onto the casing A is abottom casing 23, and extending from the casing 23 is a pilot-valvecasing 2 2, in which the pilot-valve is mounted, the a :is of saidpilot-valve being at right angles to the axis of the main valvethat isto say, as herein illustrated, the pilot-valve is movable transverselywith respect to the main valve. The pilot-valve casing 24; is providedwith an inlet-chamber 25, connected by a pipe 26 to the pressure-chamber14E. Near its other end the pilot-valve casing 2 iis provided with achamher 27, connected by a pipe 28 to the exhaustchamber 10. Thepilot-valve stem is provided with a central piston 29, which normallycloses connection between the pressurechamber or exhaust-chamber 27,with a passage 290, which leads into the casing When the piston 29 ismoved to the right from its position illustrated in Fig. 2, a passagebetween the pressure-chamber 25 and casing 23 will be opened, and whenthe pisten 29 is moved in the opposite direction from normal position apassage between the exhaust-chamber 27 and casing 23 will be opened. Thepilot-valve is operated by a connection comprising two sectionsadjustably threaded together. One section 30 extends out through astuffing-box 31. and is adjustably threaded into the second section 32.The second section 32 is provided with a recess for receiving a collaron the end of the pilot-valve stem,

and the parts are pivotally connected by a cap 33, threaded onto thesection 32. The nut or section 32 is provided with gear-teeth 34E, whichmesh with a rack 35, extending down from the main valve. This gearedconnection between the nut 32 and rack 35 permits an endwise travel ofthe nut'32, while the raising or lowering of the main valve turns thenut 32 through this geared connection. At its outer end the rod orsection 30 is connected by a link 37 to a lever 38, pivoted in a bracket39. At its lower end the lever 38 is connected to the controlling-ropeF.

the lever 38 is shifted to position indicated by dotted lines at No. 3,pressure will be exhausted from the casing 23, so that the unbalancedpressure between piston 22 and the smaller valve 21 will move the mainvalve to the position illustrated in Fig. 6 to exhaust from the casing Dto cause the car to go down at full speed. hen the lever 38 is movedpart way either side of its central position at No. 2, proportionatemovements will be imparted to the main valve, the pilot-valve beingbrought to closed position by the automatic centering or return motioncaused by the rack, pinion, nut, and screw, and the elevator-car willmove up or down at propertionate speed. When the lever 38 occupies or ismoved back to its central position indieated by dotted lines at No. 2 inFig. 1, the main valve will assume its closed position, as shown in Fig.2.

1f the mechanism hereinafter described were not used, and if the lever38 should be at a position either side of its central position with theelevator-car going up or down, the lever 38 could be shifted to theother side of its central position, which would cause a quick andviolent reverse of the main valve and of the movement of the car. Forexample, if the operating-lever were at the position No. 1

l and the main valve in the position shown in Fig. with. the elevatorgoing up at full speed, a careless and inexperienced operator couldthrow the operating-lever 38 through its central position to the extremeposition on the other sidethat is, to position No. 3 which could causethe main valve to move rapidly from its position shown in Fig. 5 to theposition shown in Fig. 6, reversing the travel of the elevator from fullspeed in an upward direction to full speed in a downward direction. Thiswould cause an extremely violent reverse, with the disadvantagesheretofore pointed out. Vhile this is an extreme of the reverse whichcould be obtained in the old constructions, 1t isobvious, of course,that any degree of reverse could .be obtained, de-

pending upon the movement imparted to the 1 lever 38 from one side ofits central position to the other side of its central position. Toprevent movements of this character, except 1 at the proper speed, Ihave invented a controlling apparatus, so that the operating-levercannot be moved from one side of its central position through itscentral position to a position on the other side of its central positionuntil i the main valve has been brought to its central position.

All elevatorvalves are designed so that if the operating-lever is simplymoved from an opervalve and the simultaneous throttling as thepilot-valve closes gives that action in the form of valve shown. By themechanism which I have invented and which is hereinafter described it isimpossible to move the operating-lever 38 through its central positionuntil the gradual closing movement of the main valve has easily broughtthe elevator toa stop, and it is thus impossible to cause a violentreverse or a violent movement of the main valve through its centralposition,,no matter how careless the operator may be and no matter howhe manipulates the operating connections. This desirable result isaccomplished by a controlling apparatus which will prevent a movement ofthe operatingdever through its central position unless and until themain valve is in or reaches its central position. This mechanism in thespecific embodiment of the invention shown in the drawings consists of aspiral or helical cam 41, arranged on the left-hand side of the nut 32and opposed to a spiral or helical cam l2, secured to the stufling-box,and of a spiral or helical cam 4&3, arranged on the cap 33 of the nut 32and opposed to a spiral or helical cam a4, secured in the casing 23. Thehelices of these cams are formed to have the same pitch as the screw andnut 32, and the cams are relatively set, as shown in Figs. 3 and l,these two figures representing the position of the came when the mainvalve is in its central or closed position and when the operating-leveris in its central position, No. 2. When the parts are in this normalposition, the operator can move the pilot-valve from its centralposition in either direction to the extremes of its travel that is, upto either position No. l or No. 3-the extreme movement of the pilotvalve being a pitch of said screw 30 or the distance said screw 30 willbe moved by one revolution of the nut 32.

Suppose the operator should move the lever 38 half-way. from positionNo. 2 to position No. 1. This will move the pilot-valve half-Way to theright and will cause the main valve to move half-way up. This movementof the main valve will turn the pinion 3e and nut 32 a half-turn, whichwill restore the pilot-valve to normal central position, the lever 38remaining at the half-way position between No. 2 and No. 1. This willbring the cams to the relative normal horizontal position shown in Figs.3 and a; but as earns 41 and 4:3 have been turned half-way around thedistance that the cam 41 can now be moved into the cam 42 or thedistance the cam @3 can be moved into the cam 44 will only be one-halfof a pitch. The operator can now at any time move the lever 38 stillfarther toward position No. 1 to increase the speed of the car; but fromthe intermediate position assumed the operator can only move the lever38 back to central position and cannot pass the central position untilthe high point oi cam il-2, which only takes place when the main valvereturns to its closed or central position and restores the cams a1 and$3 to the axial position shown in Figs. 3 and 4:. Thus the operatorcannot throw the operatinglever 38 past the central position until themain alve returns to its closed or central position, which action musttake place properly. If the operating-lever 38 should be moved half wayto the right, substantially the same action will take place, except thatthe cams 41 and 43 would be revolved a half-turn in the oppositedirection when the main valve reaches its half-way position towardthebottom of the casing to allow the exhaust, whereby theopcrating-lever 38 cannot be moved back past central position until thehigh point of the cam L3 is turned past the high point of the cam 44-.The same action takes place no matter what degree the operating-lever ismoved from its central position in either direction, as thepartialrevolution of the cams ll and 43 is proportional to the movement of theoperating-lever 3S -that is to say, if the lever 38 is moved towardposition No. l to any extent up to a full movement thereof to cause theelevator to ascend at any degree of speed it is locked from being movedpast its central position by cams 41 and 42 until the main valve comesback to its central position, or if said lever 38 is moved towardposition No. 3 to any extent up to a full movement thereof to allow theelevator to descend at any speed it is locked from being moved back pastits central position by cams 43 and at until the main valve comes backto its central position. This prevents a careless operator fromreversing the motion of the car iolently, as the main valve must comeback easily to its central. position by reason oi the throttlii'igthereof, it being impossible to throw the main valve across the centralpo sition to alter the gradual centering of the main valve. In short,when the main valve is in its closed position the operator can move theoperating-lever 38 to any position; but so soon as it is moved in eitherdirection from its central position and the main valve consequentlystarted from its central or closed position the operating-lever,although it is free to be moved back to its central position, cannot bemoved back through its central position until the main valve hasreturned to its cen tral position. In other words, when the main alve isnot in its central position the movement of the operating-lever isrestricted to one side of its centralposition while the main valve isallowing a flow in either direction until the main valve is restored toclosed position.

1n the ordinary operation with a compe tent operator who does not try toreverse the car while it is in motion the parts herein described do notcome into operation; but they form important safeguards to guard againstcam all. s turned back to clear the high point l careless operators andto eliminate so far is possible the factor of volition and to make themechanism practically interlocking.

Vihile this construction is of use in any class of elevators enn loyingpilot-valves, it is of particular advantage in hydraulicplunger-elevators, because, as before described, it the motion of thecar is violently reversed when going up the plunger is apt to bound,while if the car is violently reversed when descending a water-hammer orblow is caused which is apt to injure or derange the mechanism. Theseaccidents are avoided by the mechanism before described.

in practice the cams are usually eased oil that is, a little radial playis allowed between the high surt'acesto accommodate the lap which isusually given to the main valve and its ports. it is also to be observedthat the helical stop-faces as thus arranged furnish a positive meansfor restoring the pilot- -valve to normal position after it has beenshifted to either limit of its travel-that is to say, in the operationof the construction when the pilotvalve is not thrown to its full limitof travel the screw-threaded connection will serve to restore thepilot-valve to normal position', but when either set of step-faces iland a2 or a3 and at is brought into engagement the stop-face 12 or thestop-face H, as the case may be, will form a stationary camsection, andhence more positive means for returning the pilot-valve than thescrewthreaded connection, which is of a floating or bodily-movablecharacter.

I am awarethat changes may be made in practicing my invention by thosewho are skilled in the art and that many diiierent types ofelevator-controllers may be designed and applied to widely-differenttypes of elevators for preventing sudden reversals according to thisinvention without teparting from the scope thereof as espressed in theclaims. I do not wish, therefore, to be limited to the construction 1have herein shown and described; but

hat 1 do claim, and desire to secure by Letters Patent 01 the UnitedStates, is-- IOL' IIC

l. in a valve mechanism, the combination with the main valve and thepilot-valve, of

means for preventing a reverse except when the former is in a determinedposition.

2. The combination with the main valve and the pilot-valve, of means forpreventing the latter from being moved for a re erse except when theformer is in a determined position.

3. The combination with the main valve and 1 the pilot-valve, of meansfor preventing the latter from being moved for a reverse except when theformer is in central position.

a. The combination of a main-valve mechanisnna pilot-valve mechanism,operating connections for the pilot-valve, and means constructed andarranged to limit the movement of the operating connections by theposition of the main valve to prevent a reverse until the main valvecomes back to its central or closed position.

5. The combination of a main-valve mechanisn1,a pilot-valvemechanism,operating connections for the pilot-valve, and meansconstructed and arranged to limit the movement of the connections by theposition of the main valve to prevent a movement of the same throughcentral position until the main valve comes back to its central orclosed position.

6. The combination of a main-valve mechanism, a pilot-valve mechanism,operating connections for the pilot-valve. and means constructed andarranged to restrict the movement of the operating connections to oneside anism, a pilot-valve mechanism,operatingconv nections for thepilot-valve, and means constructed and arranged to restrict the movementof the operating connections to one side of central position while themain valve is allowing a flow and until the main valve is restored toclosed position.

9. The combination of a main-valve mechanism, a pilot-valve mechanism,operating connections for the pilot-valve, and means constructed andarranged to restrict the movement of the operating connections to oneside of central position while the main valve is allowing a flow ineither direction and until the main valve is restored to closedposition.

10. The combination of a main-valve mechanism, a pilot-valvemechanism,operatingconnections tor the pilot-valve, and meansconstructed and arranged to prevent the operating connections from beingmoved back through central position until the main valve is returned tothe central position, whenever the operating connections have been movedin either direction from central position, and the main valve hasstarted from its central or closed position, but still to permit theoperating connections to be free to be moved to any point betweencentral position and extreme position on the side of the centralposition from where they' were first moved.

11. The combination of a main-valve mechanism, apilot-valve'mechanisnnoperatingconneetions for the pilot-valve, andmeans constructed and arranged to permit the pilot-valve to be moved toeither side of its central position when the main valve is closed, butto prevent the operating connections from being moved back through theircentral position until the main valve has moved to its central position,whenever the pilot-valve has been moved to one side and the main valvemoved from its normal position.

12. The combination of a mainrvalve mech anism, a pilot-valve mechanism.and. an interlocking cam mechanism operated by the move ment of the mainvalve to preventa reversing movement except when the main valve is incentral position.

13. The combination of a main-valve mechanism, motor means for movingthe main valve, controlling mechanism for the motor means, operatingconnections for the controlling mechanism, and means for preventing theoperating connections causing a reversal of the main valve until themain valve is in or until it reaches its closed position.

14. The combination of the main valve, the pilot-valve, operatingconnections to the pilotvalve, nut and screw in said connections forrestoring the pilot-valve to closed position, means for operating thenutand screw from the main valve, and an interlocking cam mechanismarranged on said nut and a stationary part to prevent a reversingmovement oi the operating connections exceptwhen the main valve is incentral position.

15. The combination of a main valve. a pilot-valve, operatingconnections to the pilotvalve, a nut and screw for restoring the pilotvalve to closed position, operating-gearing to said nut and screw fromthe main valve, a helical cam arranged on said nut, and a stationary,cam arranged on a stationary part.

16. The combination of a main valve, a n lot-valve, operatingconnections to the pir valve, a nut and screw for restoring thepliervalve to closed position, operating-gearing to said nut and screwfrom the main valve. and oppositely-disposed helical cams arranged onsaid nut and stationary parts.

17. In a hydraulic elevator-valve, the combination of a main valve, apilot-valve movable transversely with respect to the main valve, aconnection for operating the pilotvalve comprising a section to beshifted from an elevatorcar, and a second section or nut threadedthereon, a gear-and-rack connection between the nutand main valve, saidgcarandrack connection being arranged to permit an endwise travel of thenut,and to cause the rotation of the nut to restore the same to normalposition when the main valve has been shifted, and stops for limitingthe movement of the nut comprising helical stop-faces carried by the nutand cooperating stationary helical stopfaces.

18. In a hydraulic elevator-valve, the com bination of a main valve, apilot-valve movable transversely with respect to the main valve, anoperating connection for the pilotvalve comprising sections threadedtogether, connections for sliding or shifting one of said sectionslongitudinally from an elevator-car, l a gear-and-rack connectionbetween the other ol? said sections and a main valve, said gearland-rack coniiiection beii'ig arranged to per- 5 mit a longitudinalmovement, and to rotate i one of said sections to cause the screw-threadi to restore said section to normal position when the main valve hasbeen shifted, and stops for limiting the extent to which the pilot-valvemay be shifted comprising helical tacos corresponding in pitch with thescrewthreaded connection and carried by the rotary section andstationary parts respectively.

19. The combination of a main valve, a pilot-valve, operatingconnections for the pilotvalve, a nut and screw for restoring thepilotvalve to closed po 'tien, operating connections from the main va veto the nut and screw, a helical cam arrangial on said nut, and a helicalcam arranged on a stationary part, the pitch ct said cams equaling thepitch oi said screw.

20. The combination ol a main valve, a pi lot-valve, operatingconnections for the pilotvalve, 3. n ut and screw for restoring thepilotvalve to closed position, means for operating the nut and screwfrom the main valve, oppoifiillOljY'dlSDOStELl helical cams on said nut,and cooperating helical cams on stationary parts, the pitch of ,aid camsequaling the pitch ol said screw, whrrelrv a reversing movement of saidoperating connections to the pilot-valve is prevented except when themain valve is in 1 central position.

fill. The combination of a main-valvemech- 1 :mism, a pilot-valvemechanism, an operatingleverior the pilot-valve, and means arranged tolimit the moven'ient of the lever b3; the position of the main valve toprevent movement of the same through its central position 'intil themain valve comes back to its central or closed positioi'i.

The combination of a main-valve mechanism, a pilot-valve mechanism, anoperatinglez'cr for the pilot-valve, and means constructed to restrictthe movement of the operating lever to one side of its central positionwhile the main valve is allowing a llow.

"res,

The combination of amain-valvemechanism, a pilot-valve mechanism, anoperatinglevcr tor the pilot-valve, and means constructed to restrictthe movement of the operatinglever to one side of its central positionWhile the main valve allowing a flow in either direction.

24. The combination of a main-valve mechanism, a pilot-valven1eol1anism,an operatinglever for the pilot-val ve, and meansconstructed to restrict the movement of the operatinglever to one sideof its central position while the main valve is allowing a flow anduntil the main valve is restored to closed position.

25. The combination of a main-valve mechanism, a pilot-valve mechanism,an operatinglever for the pilot-valve, and means constructed to restrictthe movement of the operatinglever to one side of its central positionwhile the main valve is allowing a flow in either direetion and untilthe main valve is restored to closed position.

26. 'l he combination of a main-valve mechanism, a pilot-valvemechanism, operating connections for the pilot-valve, and a cammecl'ianism 'lor preventin a reverse except when the main valve is incentral position, said cam mechanism forming an auxiliary restoringmeans for the inlet-valve.

27. The combination of a mainwalve mechl anism, a pilot-valve mechanism,operating connections for the pilot-valve, and a double interlocking;spiral cam mechanism for preventing a reverse except when the main valveis in central position, said cam mechanism forming an auxiliaryrestoring means for the pilot-valve.

.ln testimony whereof I have hereunto set my hand in the presence of twosubscribing witnesses.

Witnesses:

LOUIS W. SoU'rneA'rn, Planar W. SOUTHGATE.

